Hydraulic device for static debugging of undercarriage and guide wheel system of magnetically levitated train

Abstract

The invention provides a hydraulic device for static debugging of an undercarriage and a guide wheel system of a magnetically levitated train, and belongs to the technical field of brake control of rail transit vehicles. Comprising a movable bearing platform as well as an oil tank, a first hydraulic power source and a second hydraulic power source which are arranged on the bearing platform, and the first hydraulic power source and the second hydraulic power source are arranged in parallel and selectively communicate with an oil supply main path through a switching valve assembly; the at least two independently controlled hydraulic branches are connected with the oil supply main path and comprise an undercarriage control branch used for independently controlling the action of the undercarriage system; and the guide wheel control branch is used for independently controlling the action of the guide wheel system. By means of the special hydraulic device which is highly integrated, portable and capable of achieving graded power output, efficient and refined static debugging, independent of the whole train, of the undercarriage and the guide wheel system of the maglev train is achieved.

Description

Technical Field

[0001] This invention belongs to the field of braking control technology for rail transit vehicles, specifically relating to a hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train. Background Technology

[0002] Maglev trains are a new type of rail transit that offers advantages over conventional rail vehicles, including higher speed, greater comfort, and greater load capacity. When a maglev train operates at high speed, it does not directly contact the track but levitates in the air using the magnetic force generated between the train and the track. To ensure stable operation and support during low-speed and braking phases, maglev vehicles are equipped with landing gear and guide wheels.

[0003] Currently, high-speed maglev trains are not yet in commercial operation and are still in the technology research stage. During the research, development, production, and assembly process, a large number of static tests are required on the aforementioned subsystems to verify the correctness of their mechanical installation, the sealing of hydraulic pipeline connections, and the coordination of the actuator movements.

[0004] However, existing technologies lack dedicated equipment for static debugging of the landing gear and guide wheel systems of maglev trains, and actual debugging work usually faces the following difficulties: 1. The debugging of the landing gear and guide wheel system often requires the completion of the vehicle assembly and relies on the vehicle's hydraulic power source and control system for joint debugging. Once a subsystem fails, the troubleshooting process will involve the entire vehicle, which will not only affect the final assembly schedule, but also make fault location difficult and rework costs extremely high.

[0005] 2. The landing gear system of a maglev train typically consists of a high-load main landing gear actuator and multiple small-capacity upper and lower lock actuators. The hydraulic power requirements for these two types of actuators differ significantly. Using the same high-flow pump to supply oil to the locking mechanism not only wastes energy but also makes it difficult to achieve the precise control and long-term pressure maintenance required by the locking mechanism. Using two separate, general-purpose devices, on the other hand, leads to a bloated system and complex piping connections.

[0006] Therefore, there is an urgent need for a specialized hydraulic device that is compact, easy to move, and simple to operate, and can simultaneously meet the differentiated debugging needs of the main actuator cylinder of the maglev train landing gear and multiple locking mechanisms, in order to solve the problem of independent debugging of subsystems during the research and development and assembly stages. Summary of the Invention

[0007] The technical problem to be solved: To overcome the shortcomings of existing technologies, this invention provides a hydraulic device for the static debugging of the landing gear and guide wheel systems of maglev trains. This device provides oil supply, pressure control, and flow control for the static debugging of the landing gear control system and guide wheel control system of maglev trains, freeing these systems from dependence on the overall vehicle control system and hydraulic oil source. Simultaneously, this device can also be used for debugging the landing gear and guide wheel systems during the assembly process of subsequent mass-produced trains. This invention achieves efficient and precise static debugging of the landing gear and guide wheel systems of maglev trains, independent of the overall vehicle, through a highly integrated, portable, and graded power output dedicated hydraulic device.

[0008] The technical solution of this invention is: a hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train, comprising: A mobile support platform; The oil tank is installed on the support platform; The first hydraulic power source and the second hydraulic power source are installed on the bearing platform. The first hydraulic power source and the second hydraulic power source are connected in parallel and can be selectively connected to the main oil supply line through a switching valve assembly. At least two independently controlled hydraulic branches connected to the main oil supply line, including: A landing gear control branch is used to connect to at least one actuator of the landing gear system of the maglev train to independently control the operation of the landing gear system. A guide wheel control branch is used to connect to at least one actuator of the guide wheel system of the maglev train to independently control the operation of the guide wheel system.

[0009] A further technical solution of the present invention is: the landing gear control branch further includes: At least one main landing gear control unit is used to control the main landing gear actuator. At least one locking mechanism control unit is used to independently control at least one of the upper and lower locking actuators of the landing gear.

[0010] A further technical solution of the present invention is: the locking mechanism control unit is connected to the outlet of the second hydraulic power source through at least one shut-off valve; when the shut-off valve is closed, the corresponding locking mechanism actuator is kept in the unlocked state.

[0011] A further technical solution of the present invention is: in the landing gear control branch, a speed regulating valve is provided on the oil line connected to the rodless chamber of the landing gear main actuator cylinder for adjusting its extension speed.

[0012] A further technical solution of the present invention is: the speed regulating valve is an oil inlet speed regulating valve, used to independently regulate the extension speed of the corresponding landing gear main actuator.

[0013] A further technical solution of the present invention is: the switching valve assembly is a two-position three-way directional valve, the two oil ports on its inlet side are respectively connected to the oil outlets of the first hydraulic power source and the second hydraulic power source, and its oil outlet is connected to the main oil supply line.

[0014] A further technical solution of the present invention is: the first hydraulic power source includes an electric motor and a hydraulic pump driven by the electric motor; the second hydraulic power source is a hand-cranked pump.

[0015] A further technical solution of the present invention is: the landing gear control branch includes at least one two-position four-way reversing valve for controlling the extension and retraction of the corresponding landing gear main actuator cylinder; the guide wheel control branch includes at least one two-position four-way reversing valve for controlling the extension and retraction of the corresponding guide wheel actuator cylinder.

[0016] A further technical solution of the present invention is: an overflow valve and a pressure gauge are provided on the main oil supply line; the overflow valve is used to adjust and set the output pressure of the first hydraulic power source.

[0017] A method for statically debugging the landing gear and guide wheel system of a maglev train using the aforementioned hydraulic device, wherein the hydraulic device includes an oil tank, a first hydraulic power source, a second hydraulic power source, a switching valve assembly, a main oil supply line, and at least two independently controlled hydraulic branch lines; the method includes the following steps: Step 1: Connect the landing gear control branch of the hydraulic device to the actuator of the landing gear system of the maglev train, and connect the guide wheel control branch to the actuator of the guide wheel system of the maglev train. Step 2: Select the hydraulic power source according to the target of the test: By operating the switching valve assembly, when it is necessary to drive a high-flow actuator, connect the first hydraulic power source to the main oil supply line; when it is necessary to drive a low-flow actuator or perform a pressure holding test, connect the second hydraulic power source to the main oil supply line. Step 3: Start the selected hydraulic power source and set the system pressure through the relief valve; Step 4: Perform at least one of the following debugging operations according to the debugging requirements: Landing gear main actuator adjustment: Operate the reversing valve in the landing gear control branch to allow hydraulic oil to enter the rodless or rod chamber of the landing gear main actuator, driving the landing gear to extend or retract; and control the extension speed of the landing gear main actuator by adjusting the speed regulating valve set in the oil circuit of the rodless chamber. Landing gear locking mechanism debugging: Operate the shut-off valve in the landing gear control branch to allow the hydraulic oil output from the second hydraulic power source to enter the control chamber of the upper or lower locking actuator of the landing gear, driving the locking mechanism to open; when it is necessary to maintain the unlocked state, close the corresponding shut-off valve to keep the locking mechanism actuator pressurized; Guide wheel actuator adjustment: Operate the reversing valve in the guide wheel control branch to allow hydraulic oil to enter the rodless or rod chamber of the guide wheel actuator, driving the guide wheel to extend or retract; Step 5: Observe the operating status of each actuator and monitor the system pressure using a pressure gauge to complete the static debugging.

[0018] Beneficial effects The beneficial effects of this invention are as follows: This invention provides a hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train. This hydraulic device integrates various hydraulic components such as an oil tank, electric pump, hand pump, reversing valve, overflow valve, check valve, speed control valve, and shut-off valve. The entire device has a compact structure, is lightweight, and easy to move, making the static debugging of the maglev train landing gear and guide wheel system more convenient and efficient. Furthermore, the hydraulic components used in this device are reliable and readily available, which also reduces equipment manufacturing and maintenance costs. Specific effects are analyzed below: This invention constructs a ground-based debugging system independent of the maglev train's overall control system and hydraulic power source, allowing the debugging of the landing gear and guide wheel systems to be conducted during the component assembly stage or in a research and development laboratory. Debugging personnel can perform functional verification, motion coordination checks, and sealing tests on subsystems without waiting for the entire vehicle assembly to be completed. When a subsystem malfunctions, the problem can be quickly located and resolved outside the vehicle's environment, avoiding the predicament of vehicle assembly halting and incurring high rework costs due to subsystem failures.

[0019] This invention innovatively sets up a dual-power source parallel structure to address the structural characteristics of the landing gear system of a maglev train—which consists of a main landing gear actuator with a large load and multiple small-capacity upper and lower lock actuators.

[0020] This invention divides the landing gear control and guide wheel control into two independent hydraulic branches, and further subdivides the landing gear control branch into the main landing gear control unit and the locking mechanism control unit. This hierarchical control and multi-branch independent operation design allows commissioning personnel to flexibly select the commissioning object and commissioning mode according to actual needs, which greatly improves commissioning efficiency and operational convenience. Attached Figure Description

[0021] Figure 1 This is a hydraulic schematic diagram for static testing of the landing gear and guide wheel system.

[0022] Figure 2 This is a schematic diagram of the oil port positions of a two-position four-way directional valve.

[0023] Explanation of reference numerals in the attached diagram: 1. Oil tank, 2. Level gauge, 3. Air filter, 4. Motor, 5. Hydraulic pump, 6. Relief valve, 7. Two-position three-way directional valve, 8. Check valve, 9. Pressure gauge, 10. Shut-off valve, 11. Two-position four-way directional valve, 12. Speed ​​control valve, 13. Speed ​​control valve, 14. Two-position four-way directional valve, 15. Shut-off valve, 16. Shut-off valve, 17. Shut-off valve, 18. Shut-off valve, 19. Two-position four-way directional valve, 20. Hand-cranked pump, 21. Landing gear actuator, 22. Landing gear actuator, 23. Lower position lock actuator, 24. Lower position lock actuator, 25. Upper position lock actuator, 26. Upper position lock actuator, 27. Guide wheel actuator, 28. Guide wheel actuator. Detailed Implementation

[0024] The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0025] Although various hydraulic testing devices exist in the prior art, such as the hydraulic testing bench disclosed in CN201688956U and the extension cylinder testing device disclosed in CN103836026A, their original design purpose was for performance testing or life testing of general hydraulic components (such as valves, cylinders, and motors). While they are comprehensive in function, they are structurally complex, bulky, and mostly fixed in installation. Using them for on-site commissioning of maglev trains presents challenges such as difficult relocation and cumbersome operation. Furthermore, their complex measurement functions are redundant for static commissioning that only requires verification of basic movements and pressure.

[0026] For example, the hydraulic system of a dual-purpose railway and road vehicle disclosed in CN102182717A, although it includes guide wheel control functions, is essentially an on-board operating system, and its design logic is completely different from that of ground-based commissioning equipment. Directly borrowing such a system cannot meet the requirement of independently and flexibly operating the landing gear and its complex locking mechanism without the intervention of the overall vehicle control logic.

[0027] The landing gear system of a maglev train typically consists of a high-load main landing gear actuator and multiple small-capacity upper and lower lock actuators. These two types of actuators have vastly different hydraulic power requirements. Using the same high-flow pump to supply oil to the locking mechanism not only wastes energy but also makes it difficult to achieve the precise control and long-term pressure maintenance required by the locking mechanism. Using two separate, general-purpose devices, on the other hand, leads to a bloated system and complex piping connections.

[0028] To address the aforementioned problems, this invention proposes a hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train, comprising: A mobile support platform; The oil tank is installed on the support platform; The first hydraulic power source and the second hydraulic power source are installed on the bearing platform. The first hydraulic power source and the second hydraulic power source are connected in parallel and can be selectively connected to the main oil supply line through a switching valve assembly. At least two independently controlled hydraulic branches connected to the main oil supply line, including: A landing gear control branch is used to connect to at least one actuator of the landing gear system of the maglev train to independently control the operation of the landing gear system. A guide wheel control branch is used to connect to at least one actuator of the guide wheel system of the maglev train to independently control the operation of the guide wheel system.

[0029] This invention also proposes a method for statically debugging the landing gear and guide wheel system of a maglev train using the aforementioned hydraulic device. The hydraulic device includes an oil tank, a first hydraulic power source, a second hydraulic power source, a switching valve assembly, a main oil supply line, and at least two independently controlled hydraulic branch lines. The method includes the following steps: Step 1: Connect the landing gear control branch of the hydraulic device to the actuator of the landing gear system of the maglev train, and connect the guide wheel control branch to the actuator of the guide wheel system of the maglev train. Step 2: Select the hydraulic power source according to the target of the test: By operating the switching valve assembly, when it is necessary to drive a high-flow actuator, connect the first hydraulic power source to the main oil supply line; when it is necessary to drive a low-flow actuator or perform a pressure holding test, connect the second hydraulic power source to the main oil supply line. Step 3: Start the selected hydraulic power source and set the system pressure through the relief valve; Step 4: Perform at least one of the following debugging operations according to the debugging requirements: Landing gear main actuator adjustment: Operate the reversing valve in the landing gear control branch to allow hydraulic oil to enter the rodless or rod chamber of the landing gear main actuator, driving the landing gear to extend or retract; and control the extension speed of the landing gear main actuator by adjusting the speed regulating valve set in the oil circuit of the rodless chamber. Landing gear locking mechanism debugging: Operate the shut-off valve in the landing gear control branch to allow the hydraulic oil output from the second hydraulic power source to enter the control chamber of the upper or lower locking actuator of the landing gear, driving the locking mechanism to open; when it is necessary to maintain the unlocked state, close the corresponding shut-off valve to keep the locking mechanism actuator pressurized; Guide wheel actuator adjustment: Operate the reversing valve in the guide wheel control branch to allow hydraulic oil to enter the rodless or rod chamber of the guide wheel actuator, driving the guide wheel to extend or retract; Step 5: Observe the operating status of each actuator and monitor the system pressure using a pressure gauge to complete the static debugging.

[0030] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Figure 1 The hydraulic schematic diagram of the hydraulic device for static debugging of the landing gear and guide wheel system of a magnetic levitation train provided by the present invention.

[0031] Example 1: Overall Structure of the Device like Figure 1 As shown in the figure, this embodiment provides a hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train, including a movable support platform (not shown in the figure) and a hydraulic system integrated on the support platform. The bottom of the support platform is provided with fixed wheels, which facilitates movement between different debugging sites and has excellent portability.

[0032] The hydraulic system includes: oil tank 1, level gauge 2, air filter 3, motor 4, hydraulic pump 5, hand pump 20, relief valve 6, two-position three-way directional valve 7, check valve 8, pressure gauge 9, shut-off valve 10, two-position four-way directional valve 11, speed control valve 12, speed control valve 13, two-position four-way directional valve 14, shut-off valve 15, shut-off valve 16, shut-off valve 17, shut-off valve 18, and two-position four-way directional valve 19.

[0033] The oil tank 1 is made of stainless steel and can store 40L of hydraulic oil for testing. The oil tank 1 is equipped with a level gauge 2 to indicate the remaining amount of testing oil in real time; the top of the oil tank 1 is also equipped with an air filter 3 to filter the air drawn into the oil tank 1 to prevent contaminants from entering the oil and ensure the cleanliness of the oil.

[0034] The motor 4 operates at AC 220V and has a power of 4KW. Its output shaft is connected to the hydraulic pump 5, providing power to the hydraulic pump 5 and improving the motor's performance. The hydraulic pump 5 operates at a pressure of 21MPa and has a displacement of 6.5cm³ / r. Its inlet is connected to the oil tank 1, and its outlet is connected to one inlet of the two-position three-way directional valve 7, thus improving the hydraulic pump's performance.

[0035] The hand-cranked pump 20 is a manual hydraulic pump. Its inlet is connected to the oil tank 1, and its outlet is connected to the other inlet of the two-position three-way directional valve 7. The hand-cranked pump 20 is equipped with a rocker arm, which can be manually cranked to draw and adjust the hydraulic fluid and output pressurized oil.

[0036] The outlet of the two-position three-way directional valve 7 is connected to the main oil supply line. By operating the handle of the two-position three-way directional valve 7, oil can be supplied by either the hydraulic pump 5 or the hand pump 20. A check valve 8 is installed on the main oil supply line to prevent reverse flow of oil; a pressure gauge 9 is connected in parallel to the main oil supply line with a range of 25MPa for real-time monitoring and pressure adjustment; a relief valve 6 is located between the outlet of the hydraulic pump 5 and the return oil line to adjust and set the output pressure of the hydraulic pump 5.

[0037] The main fuel supply line is connected in parallel to the landing gear control branch and the guide wheel control branch.

[0038] The landing gear control branch includes a two-position four-way directional valve 11, a two-position four-way directional valve 14, and speed control valves 12 and 13 connected thereto, as well as multiple shut-off valves. The main oil supply line is connected to the P port of the two-position four-way directional valve 11 via shut-off valve 10, and to the P port of the two-position four-way directional valve 14 via shut-off valve 15. The A port of the two-position four-way directional valve 11 is connected to the rodless chamber of the landing gear actuator 21 under test via speed control valve 12, and the B port is directly connected to the rod chamber of the landing gear actuator 21. The A port of the two-position four-way directional valve 14 is connected to the rodless chamber of the landing gear actuator 22 under test via speed control valve 13, and the B port is directly connected to the rod chamber of the landing gear actuator 22. The T ports of both the two-position four-way directional valve 11 and the two-position four-way directional valve 14 are connected to the return oil circuit of the device, and the return oil eventually flows back to the oil tank 1.

[0039] In addition, the landing gear control branch also includes a locking mechanism control unit. The oil outlet of the hand-cranked pump 20 is connected to one end of the shut-off valve 16 and shut-off valve 17 via pipelines. The other end of the shut-off valve 16 is connected to the oil inlet of the tested upper lock actuator 25 and upper lock actuator 26; the other end of the shut-off valve 17 is connected to the oil inlet of the tested lower lock actuator 23 and lower lock actuator 24. The oil return port of each locking mechanism actuator is connected to the drain oil circuit provided in the hand-cranked pump 20 via pipelines, and finally flows back to the oil tank 1.

[0040] The guide wheel control branch includes a two-position four-way directional valve 19. The main oil supply line is connected to the P port of the two-position four-way directional valve 19 via a shut-off valve 18. The A port of the two-position four-way directional valve 19 is connected to the rodless chamber of the tested guide wheel actuator 27, and the B port is connected to the rod chamber of the tested guide wheel actuator 27; simultaneously, the A port of the two-position four-way directional valve 19 is also connected to the rodless chamber of another tested guide wheel actuator 28, and the B port is connected to the rod chamber of the guide wheel actuator 28. The T port of the two-position four-way directional valve 19 is connected to the return oil circuit of the device, and the return oil flows back to the oil tank 1.

[0041] Example 2: Selection of Hydraulic Power Source and Pressure Setting Based on the commissioning requirements and site conditions, the operator selects the hydraulic power source through the two-position three-way directional valve 7.

[0042] Scenario 1: Using an electric hydraulic pump for oil supply When the main actuator of the landing gear or the guide wheel actuator needs to be adjusted, hydraulic pump 5 is selected to supply oil because these actuators require a large flow rate. Operate the handle of the two-position three-way directional valve 7 to connect hydraulic pump 5 to the main oil supply line. Power on motor 4, and hydraulic pump 5 starts working, drawing hydraulic oil from oil tank 1 and outputting it. Set the system pressure by adjusting relief valve 6. When adjusting the landing gear actuator, set the output pressure to 12MPa; When debugging the guide wheel actuator, set the output pressure to 8.5 MPa; When performing other specific control pressure adjustments, the pressure value can be flexibly set according to the test requirements.

[0043] After the pressure is set, pressure gauge 9 displays the current system pressure in real time.

[0044] Scenario 2: Using a hand-cranked pump for oil supply When it is necessary to adjust the landing gear upper or lower lock actuator, a hand-cranked pump 20 is selected for oil supply because these actuators are small in size and require precise control and pressure holding. Operate the handle of the two-position three-way directional valve 7 to connect the hand-cranked pump 20 to the main oil supply line. The motor 4 does not need to be powered; the operator manually cranks the lever of the hand-cranked pump 20 to output pressurized oil. The output pressure of the hand-cranked pump 20 is controlled by the operator's cranking speed and force, and can be adjusted by observing the pressure gauge 9.

[0045] In addition, when a stable 220V power supply cannot be provided at the commissioning site, the hand-cranked pump 20 can serve as a backup for the oil supply of the hydraulic pump 5, and can be manually cranked to drive the main actuator of the landing gear or the guide wheel actuator for emergency commissioning.

[0046] Example 3: Landing Gear Extension Adjustment This embodiment describes the process of adjusting the extension action of the landing gear actuator.

[0047] The operator opens shut-off valves 10 and 15. The operator operates the handles of two-position four-way directional valves 11 and 14, so that they are both in the left working position (i.e., port P is connected to port A, and port B is connected to port T).

[0048] When motor 4 is energized, hydraulic pump 5 begins supplying oil. The pressurized oil, after passing through two-position three-way directional valve 7, check valve 8, and the main oil supply line, is divided into two paths: One path enters the P port of the two-position four-way directional valve 11 through the shut-off valve 10, flows out from its A port, and then enters the rodless chamber of the landing gear actuator cylinder 21 through the speed control valve 12. Under the action of the pressurized oil, the piston rod of the landing gear actuator cylinder 21 extends, and the oil in its rod chamber is squeezed out, flowing back to the oil tank 1 through the B and T ports of the two-position four-way directional valve 11.

[0049] Another path leads to the P port of the two-position four-way directional valve 14 via the shut-off valve 15, flows out from its A port, and then enters the rodless chamber of the landing gear actuator 22 via the speed control valve 13. The piston rod of the landing gear actuator 22 extends synchronously, and the oil in its rod chamber flows back to the oil tank 1 via the B and T ports of the two-position four-way directional valve 14.

[0050] At this point, the operator observes whether the extension movements of the two landing gear actuators are synchronized and smooth. By adjusting the opening of the speed control valve 12 and the speed control valve 13 respectively, the flow rate into the rodless chamber of the landing gear actuator 21 and the landing gear actuator 22 can be precisely controlled, thereby achieving independent adjustment of their extension speed until satisfactory synchronization and speed requirements are achieved.

[0051] During the commissioning process, the operator monitored the system pressure in real time using pressure gauge 9 to ensure that the pressure remained stable at the preset 12MPa.

[0052] Example 4: Landing Gear Retraction and Adjustment This embodiment describes the process of adjusting the retraction action of the landing gear actuator.

[0053] After the landing gear extension test is completed, the retraction test is performed. Operate the handles of the two-position four-way directional valve 11 and the two-position four-way directional valve 14 to switch them to the right-hand working position (i.e., P port is connected to B port, and A port is connected to T port).

[0054] Motor 4 continues to operate, and hydraulic pump 5 supplies oil. The pressurized oil, after passing through the main oil supply line: One path enters the P port of the two-position four-way directional valve 11 through the shut-off valve 10, flows out from its B port, and directly enters the rod chamber of the landing gear actuator 21. Under the action of the pressurized oil, the piston rod of the landing gear actuator 21 retracts, and the oil in its rodless chamber is squeezed out, flowing back to the oil tank 1 through the speed control valve 12, the A port and the T port of the two-position four-way directional valve 11.

[0055] Another path leads through the shut-off valve 15 to the P port of the two-position four-way directional valve 14, flows out from its B port, and directly enters the rod chamber of the landing gear actuator 22. The piston rod of the landing gear actuator 22 retracts synchronously, and the oil in its rodless chamber flows back to the oil tank 1 through the speed control valve 13, the A port and the T port of the two-position four-way directional valve 14.

[0056] The operator observes whether the retraction of the two landing gear actuators is synchronized and smooth. The retraction speed can be controlled as a whole by adjusting the output flow of hydraulic pump 5. During the commissioning process, the operator can individually close shut-off valve 10 or shut-off valve 15 as needed to achieve individual control of landing gear actuator 21 or landing gear actuator 22, which facilitates fault location and unilateral adjustment.

[0057] Example 5: Landing Gear Upper Lock Debugging This embodiment describes the process of opening and closing the upper landing gear lock.

[0058] After the landing gear actuator is debugged, the upper lock is debugged. At this time, motor 4 does not need to work, and oil is supplied by hand pump 20.

[0059] Upper lock opening and debugging: Operate the handle of the two-position three-way directional valve 7 to connect the hand pump 20 to the main oil supply line. Open the shut-off valve 16. The operator manually cranks the lever of the hand pump 20, and the pressure oil output by the hand pump 20 enters the shut-off valve 16, and then enters the control chambers of the upper lock actuator cylinder 25 and the upper lock actuator cylinder 26 respectively.

[0060] Under the action of hydraulic pressure, the upper lock actuator cylinders 25 and 26 overcome the internal reset spring force, the piston rod extends, and drives the upper lock mechanism to open.

[0061] Pressure holding test in unlocked state: After the upper lock is fully opened, the operator closes the shut-off valve 16. Because the shut-off valve 16 is closed, the hydraulic oil in the control chambers of the upper lock actuator cylinders 25 and 26 is sealed off and cannot flow back, thus keeping the upper lock in the unlocked state.

[0062] Upper Lock Closure Debugging: After the pressure holding test in the unlocked state is completed, open the shut-off valve 16. Under the action of the return spring force, the hydraulic oil in the control chambers of the upper lock actuators 25 and 26 flows back to the oil tank 1 through the pipeline, shut-off valve 16, and the drain oil passage inside the hand pump 20. The piston rods of the upper lock actuators 25 and 26 retract, and the upper lock closes. The debugging method for the lower lock is exactly the same as that for the upper lock; simply operate the shut-off valve 17 to control the lower lock actuators 23 and 24.

[0063] Example 6: Adjustment of the guide wheel actuator This embodiment describes the process of extending and retracting the guide wheel actuator cylinder for adjustment.

[0064] When debugging the guide wheel actuator, operate the handle of the two-position three-way directional valve 7 to connect the hydraulic pump 5 to the main oil supply line. Open the shut-off valve 18.

[0065] Guide wheel extension adjustment: Operate the handle of the two-position four-way directional valve 19 to its left working position (i.e., P port is connected to A port, and B port is connected to T port). Power on motor 4, and hydraulic pump 5 starts supplying oil. Pressurized oil enters the P port of the two-position four-way directional valve 19 through the main oil supply line and shut-off valve 18, flows out from its A port, and simultaneously enters the rodless chambers of guide wheel actuator cylinders 27 and 28. Under the action of pressurized oil, the piston rods of the two guide wheel actuator cylinders extend synchronously, driving the guide wheels to fall. The oil in the rod chamber is squeezed out and flows back to oil tank 1 through the B and T ports of the two-position four-way directional valve 19. The operator observes whether the extension actions of the two guide wheels are synchronized and in place.

[0066] Guide wheel retraction adjustment: After the guide wheel extension adjustment is completed, operate the handle of the two-position four-way directional valve 19 to switch it to the right working position (i.e., P port is connected to B port, and A port is connected to T port). Motor 4 continues to work, and hydraulic pump 5 supplies oil. Pressurized oil enters the P port of the two-position four-way directional valve 19 through the main oil supply line and the shut-off valve 18, flows out from its B port, and simultaneously enters the rod chambers of guide wheel actuator cylinder 27 and guide wheel actuator cylinder 28. Under the action of pressurized oil, the piston rods of the two guide wheel actuator cylinders retract synchronously, driving the guide wheels to retract. The oil in the rodless chamber is squeezed out and flows back to oil tank 1 through the A and T ports of the two-position four-way directional valve 19. The operator observes whether the retraction action of the two guide wheels is synchronized and in place.

[0067] During the commissioning process, the system pressure was set to 8.5 MPa by adjusting the overflow valve 6 and monitored in real time by the pressure gauge 9.

[0068] Based on meeting the commissioning requirements, the aforementioned control valve, oil tank, motor, and oil pump were integrated and mounted on a movable trolley. The overall dimensions of the device are 710mm × 550mm × 865mm. Fixed wheels are installed at the bottom of the trolley for flexible movement.

[0069] This invention provides a hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train. This device is highly integrated, miniaturized, and portable, ensuring efficient and convenient debugging of the maglev train's landing gear and guide wheel system. Furthermore, the device uses readily available components, offering good economy and maintainability.

[0070] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. Hydraulic device for static adjustment of a magnetic levitation train landing gear and guide wheel system, characterized in that, include: A mobile support platform; The oil tank is installed on the support platform; The first hydraulic power source and the second hydraulic power source are installed on the bearing platform. The first hydraulic power source and the second hydraulic power source are connected in parallel and can be selectively connected to the main oil supply line through a switching valve assembly. At least two independently controlled hydraulic branches connected to the main oil supply line, including: A landing gear control branch is used to connect to at least one actuator of the landing gear system of the maglev train to independently control the operation of the landing gear system. A guide wheel control branch is used to connect to at least one actuator of the guide wheel system of the maglev train to independently control the operation of the guide wheel system.

2. The hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train according to claim 1, characterized in that: The landing gear control circuit further includes: At least one main landing gear control unit is used to control the main landing gear actuator. At least one locking mechanism control unit is used to independently control at least one of the upper and lower locking actuators of the landing gear.

3. The hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train according to claim 2, characterized in that: The locking mechanism control unit is connected to the outlet of the second hydraulic power source through at least one shut-off valve; when the shut-off valve is closed, the corresponding locking mechanism actuator is kept in the unlocked state.

4. The hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train according to claim 3, characterized in that: In the landing gear control branch, a speed regulating valve is provided on the oil line connected to the rodless chamber of the landing gear main actuator cylinder for adjusting its extension speed.

5. The hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train according to claim 4, characterized in that: The speed control valve is an oil inlet speed control valve, used to independently adjust the extension speed of the corresponding landing gear main actuator.

6. The hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train according to claim 1, characterized in that: The switching valve assembly is a two-position three-way directional valve, with its two oil ports on the inlet side connected to the oil outlets of the first hydraulic power source and the second hydraulic power source, respectively, and its oil outlet connected to the main oil supply line.

7. The hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train according to claim 6, characterized in that: The first hydraulic power source includes an electric motor and a hydraulic pump driven by the electric motor; the second hydraulic power source is a hand-cranked pump.

8. The hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train according to claim 1, characterized in that: The landing gear control branch includes at least one two-position four-way directional valve for controlling the extension and retraction of the corresponding landing gear main actuator; the guide wheel control branch includes at least one two-position four-way directional valve for controlling the extension and retraction of the corresponding guide wheel actuator.

9. The hydraulic device for static debugging of the landing gear and guide wheel system of a maglev train according to claim 1, characterized in that: An overflow valve and a pressure gauge are installed on the main oil supply line; the overflow valve is used to adjust and set the output pressure of the first hydraulic power source.

10. A method for statically debugging the landing gear and guide wheel system of a maglev train using the hydraulic device described in any one of claims 1-9, characterized in that, The hydraulic device includes an oil tank, a first hydraulic power source, a second hydraulic power source, a switching valve assembly, a main oil supply line, and at least two independently controlled hydraulic branch lines; the method includes the following steps: Step 1: Connect the landing gear control branch of the hydraulic device to the actuator of the landing gear system of the maglev train, and connect the guide wheel control branch to the actuator of the guide wheel system of the maglev train. Step 2: Select the hydraulic power source according to the target of the test: By operating the switching valve assembly, when it is necessary to drive a high-flow actuator, connect the first hydraulic power source to the main oil supply line; when it is necessary to drive a low-flow actuator or perform a pressure holding test, connect the second hydraulic power source to the main oil supply line. Step 3: Start the selected hydraulic power source and set the system pressure through the relief valve; Step 4: Perform at least one of the following debugging operations according to the debugging requirements: Landing gear main actuator adjustment: Operate the reversing valve in the landing gear control branch to allow hydraulic oil to enter the rodless or rod chamber of the landing gear main actuator, driving the landing gear to extend or retract; and control the extension speed of the landing gear main actuator by adjusting the speed regulating valve set in the oil circuit of the rodless chamber. Landing gear locking mechanism debugging: Operate the shut-off valve in the landing gear control branch to allow the hydraulic oil output from the second hydraulic power source to enter the control chamber of the upper or lower locking actuator of the landing gear, driving the locking mechanism to open; when it is necessary to maintain the unlocked state, close the corresponding shut-off valve to keep the locking mechanism actuator pressurized; Guide wheel actuator adjustment: Operate the reversing valve in the guide wheel control branch to allow hydraulic oil to enter the rodless or rod chamber of the guide wheel actuator, driving the guide wheel to extend or retract; Step 5: Observe the operating status of each actuator and monitor the system pressure using a pressure gauge to complete the static debugging.

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